Elevator system



March 3, 1936. E. L. DUNN ELEVATOR SYSTEM Filed Sept. 28. 1927 9 Shee ts-Sheefi 2 an FIGZ INVEIHTOR Y I- n m w A I E. L. DUNN ELEVATOR SYSTEM ifiled Sept. 28, 1927 March 3, 1936.

9 Sheets-Sheet 3 FIG 3 W mam 'nrII.

IHVENTOQ ATTORNEY March a, 1936. vE UNN I 2,032,475

ELEVATOR SYSTEM Filed Sept. 28, 1927 '9 Sheets-Sheet 4 INVENTOR ATTORNEY E. L. DUNN ELEVATOR SYSTEM March 3, 1936.

Filed Sept. 28, 1927 FIG. H

M LKDMMM.

INVENTOQ ATTORNEY March 3, 1936. E DUNN 2,032,475

ELEVATOR SYSTEM Filed Sept. 28, 1927 9 Sheets-Sheet 7 M3 AAIZ4 125 5148 B 5150 C236 (1 c237 G B B B E [3 [S U B B E B E 45:51

I I I INVENTOF? ATTORNEY March 3, 1936. E. L. DUNN 2,032,475

ELEVATOR SYSTEM Filed Sept. 28, 1927 9 Sheets-Sheet 8 W Lrnm INVEHTOP BY "ql'am ATTOPNEY March 3, E DUNN ELEVATOR SYSTEM Filed Sept. 28, 1927 9 Sheets-Sheet 9 TICTIU A237 FIG. 16

FIG. I7

M LTDM INVENTOI? ATTORNEY Patented Mar. 3, 1936 V I UNITED STATES PATENT OFFICE ELEVATOR SYSTEM Edward Dunn, East Orange, N. J., assignor to Otis Elevator Company, New York, N. Y., a corporation of New Jersey Application September 28, 1927, Serial No. 222,480 89 Claims. (01. 187 29) This invention relates to electric elevator sysfloor at which an up button is pushed, continues tems, particularly systems of the automatic push its travel in the up direction, after its stop at the button type. highest floor at which an up button is pushed, to

The invention is particularly useful in buildthe highest door at which a down button is pushed 5 ings where the service is not very intensive and and. stops at such floor, and, when traveling in where an operator is not employed, such, for exthe down direction, stops automatically at the ample, as apartment houses. During certain floors at which down buttons are pushed and, in times of the day, the calls may be far apart and, the event that up buttons are pushed at floors under such conditions, the elevator car responds below the lowest door at which a down button is to each call in the least possible time, regardless pushed, continues its travel in the down direction, 10 of where the car may be at the time that the after its stop at the lowest floor at which a down. call is made and the car may then be sent directbutton is pushed, to the lowest floor at which an ly to any desired floor by the passenger. During up button is pushed and stops at such floor. certain other times of the day, there may be sev- A third feature involves the giving oi. prefer- 1a eral calls overlapping each other and, under ence as to the starting of the car and establishsuch conditions, the car stops to pick up pasing its direction of travel to a passenger within sengers desiring to go in the direction in which the car over an intending passenger at a floor the car is traveling and stops to discharge these for a predetermined time interval after the gate passengers at their desired destinations; and has been closed, under certain conditions of opwhen the car has stopped at the farthest floor at eration. 20 which these passengers are discharged, it may A fourth feature resides in the provision of a proceed in the same direction to and stop at the push button control system for an elevator car farthest floor from which a call has been made which may be alternatively such that the direcby an intending passenger desiring to be carried tion of travel of the car may be reversed at any in the other direction, whereupon its direction of floor or such that the direction of travel of the 25 travel may be reversed. Further, when the car car may bereversed only at the terminal floors. is idle, that is, when there are no calls to be A fifth feature is to have the car always stop responded to, a passenger, upon entering the car, automatically at a selected floor when traveling has preference over an intending passenger at a in a certain direction but not when traveling in 80 floor as regards starting the car for a time long the opposite direction except under certain conenough to enable him to push the button for his ditions of operation.

desired destination. Also, when the car is loaded A sixth feature resides in causing the car, when to its normal capacity, that is, when there is no loaded to its normal capacity, to automaticahy room in the car to take on more passengers, calls run past doors at which it would otherwise stop from the floors are not responded to so that useto pick up intending passengers.

less stops are avoided. The car stops, however, to A seventh feature resides in the provision oi discharge passengers and, when room is available an indicator carried by the car for advising inin the car, stops are again made to pick up pastending passengers at the floors as to the direcsengers. Thus, a highly efficient service is rention of car travel.

0 dered under all conditions of operation. An eighth feature is the provision of a floor 0 One feature of the invention involves a push controller for controlling the direction of travel button controlled elevator car which, when of the car and the stopping of the car at the traveling in either direction, stops automatically floors which is of simple construction and reto pick up intending passengers desiring to liable a d positive in Operationbe carried in the direction in which the car is I A ninth feature is the provision of an electro- 45 traveling and, under certain conditions, stops magnetic switch adapted to be latched in one automatically to pick up intending passengers position which is of simple construction, cheap desiring to be carried in a direction opposite to to manufacture and which is positive in operathat in which the car is traveling. tion. v

Another feature resides in an elevator system Other features and advantages will become 50 having up and down push buttons at the doors apparent from the following description and apwherein the car, when traveling in the up direcpended claims. tion, stops automatically at the floors at which In the drawings: up buttons are pushed and, in the event that down Figure 1 is a simplified schematic representabuttons are pushed at floors above the highest tion of an elevator system;

withiparts broken away;

Figure 4 is a horizontal section taken along line 4-4 of Figure 3;

Figure 5 isa face view of the arrangement of the floor controller direction switches, stop contacts and car preference switches;

Figure 6 is a detail of the pawl switch with its contacts in engagement;

Figure 7 is a view similar to Figure 6 but with the contacts separated;

Figure 8 is a view taken along line 8-3 of Figure 6;

Figure 9 is a view Figure 8;

Figure 10 is a detail of a rmrtionof the floo'r controller crosshead taken along line til-i3 of Figure 4;

Figure 11 is a side elevation of a floor switch;

Figure 12 is a plan view of the same, with parts in section;

Figure 13 is a diagrammatic representation of the arrangement of the switches mounted on the master panel;

taken along line 3-9 of Figure 14 is a diagrammatic representation of the control panel, showing particularly the relation of the coils and contacts of various'electromagnetic switches;

Figure 15 is a simplified diagram of the power and control system;

Figurelii is a portion of a diagram, similar to Figure 15, of another arrangement of a par of the control system;

Figure 17 is a portion of a diagram, similar to Figure 15, of still another arrangement of a part of the control system;

, Figure 18 is a viewin front elevation of the direction indicator; and

Figure 19 is a view similar to Figure 17, but with the signs removed.

For a general understanding of the invention, reference may be had to Figure 1 wherein various parts of the system are indicated by legend. The system will be described for a five floor installation. It isto be understood, however, that the system may be arranged for any number of floors, five being chosen merely for purposes ofdescription.

The elevator car and counterweight are driven travel of the car.

The car is provided with a gate and a well door is provided at each fioor. A door lock cam motor is provided for controlling the locking and unlocking of the well doors. A governor is provided for controlling the speed of the car the governor being driven by a governor rope releasably attached to the elevator car. An electromagnetic brake is provided 'for assisting in bringing the elevator car to a final stop.

Up and down push buttons are arranged at An up push button is the intermediate floors. arranged at the bottom floor while a down push button is arranged at the top floor.- These buttons, tobe known as hall buttons -are for causing the starting of the car in"a direction determined by the floor controller and for causing the floor controller to stop the car at the floors. The elevator car is provided with an independent set of push buttons, one button being provided for each floor. These push buttons. to be known as car buttons, are for causing the car to start in a direction determined by the floor controller and for causing the floor controller to stop the car at the floors. The hall buttons and car buttons are preferably arranged to act through floor switches mounted on control panel No; 2.

A. direction indicator is provided inthe car for advising intending passengers at a floor at which the car is stopped as to the direction of travel 0 the car. A safety switch is also arranged in t e car. this switch being provided for bringing the car to a stop under emergency conditions.

Reference maysnow be had to Figures 2 .to 10 inclusive which illustrate the various details of a preferred form of fioor controller. This controller, designated as a whole by the numeral 3%, comprises a frame formed by a base plate 3, four standards 3H2, M3, 3, and 3l5 and a top plate 3i6. The standards are secured in sockets formed in bosses 3H on the base plate 3 and sockets formed in bosses 3l8 on the top plate 3i6. The base plate 3!! is also formed with a centrally disposed pedestal 320. pedestal and the bosses 32! and 322 formed on the base plate are arranged to provide bearings for an operating shaft 323, only the bearing provided in the pedestal being illustrated. The pedestal 323 is further arranged to provide a vertical bearing 324 and to support a ball thrust bearing 325 for a vertical screw' 326. This screw,

- at its top, extends into a bearing 32'! formed in the top plate 3!;6. A bevel gear 323 is secured, as by a pin 336, to the lower end of screw 326. Another bevel gear 33l, engaging gear 328 in driving relation, issecured, as by pirf 332, to the operating shaft 323. Operative engagement be- ,movement of the operating shaft 323 is illustrated in Figure 1. This driving arrangement comprises two steel tapes 335 and 336 attached to the car. Tape 335 extends from the top of the car to an overhead sheave 33! around which it iswound in a manner similar to a measuring tape. The other tape 336 extends from the bottom of the car around a tension sheave 338 and then up to a second overhead sheave 340 upon which it is similarly but oppositely wound.

'These overhead sheaves are keyed to .the operating shaft 323 of the floor controller, one tape winding up as the other unwinds in the driving operation. This silent drive is as positive as a sprocket chain and is unaifected by sliding or stretching ropes. .f

A crosshead, designated as a whole by the character 334, is arranged on screw 326. This crosshead is split into two halves, 3M and 342, clamped together as by bolts 343; Ribs are formed on the inside of the crosshead, dividing the interior into three chambers, 344, 345, and 346, as shown in Figure 10. The center chamber 345 is for receiving lubricant. .The upper and lower chambers 344 and 346 are filled with bearing metal, threaded to fit the screw 326. Thus, upon rotative movement of screw 326, the cross- This.

' gages a vertically extending bar 353, these switch.

forked ends cooperating with their respective bars to form guides for the crosshead. These bars extend between the top plate M6 and the base plate 3, bar 352 being arranged in a socket formed in boss 32! on base plate 3!! and "'in a socket formed in boss 354 on top plate M6, and bar 353 being similarly arranged in a socket formed in boss 322 on base plate 3!! and a socket formed in boss 355 on top plate 3l6.

,A bracket 356, formed on half an of the crosshead, carries the pawl magnet, designated as a whole by the character 351, and the pawl switches, designated as a whole by the characters 358, 360 and 36!. The pawl magnet will be described later. The pawl switches are for controlling the slowing down and stopping of the elevator car. As will be seen from later description, switch 360 opens first and will therefore be termed the pawl first slow-down Switch 36! opens next and will be termed the pawl second slow-down switch. Switch 358, which is employed to cause the stopping of the car, as will be seen from later de-- scription, opens last and will be termed the pawl stop switch.

Each pawl switch comprises a stationary con- All theoperating levers are pivotally mounted on a shaft 384, supported at oneend by a hanger e 335 secured to bracket 356 as by a bolt 386, and

, supported at the other end by the pawl ,rnagnet frame, as will be explained later. The contact arm of the pawl first slow-down switch operating lever 312 is enlarged below the movable contact to provide an opening 381, the sides 388 of the opening forming the continuafion of the lever.

lock washer 368 and lock nut 310 are provided on each con act stem for locking the stationary contact in its adjusted position, binding nuts 31! being provided in addition on the outer end of the stem for connecting the contact in the system.

Each movable contact 363 is mounted in the outer end of a contact arm of an operating lever, lever 312 being for the pawl first slow-down switch, lever 313 being for the pawl second slowdown switch and lever 314 being for the pawl stop switch. As the construction and mounting of each movable contact is the same, the arrangement of only one of them, namely, the movable contact for the pawl second slow-down switch 36!, will be described. This movable contact is slidably mounted in an aperture 315 formed in the outer end of the contact arm, being insulated therefrom by means of an insulating bushing 316 and washer 311. The bushing and washer are mounted on the contact stem 318 with a flange 380, formed on bushing 316, abutting against the contact block 38!. Nuts 382 serve to hold the contact parts in assembled relation and to connect the movable contact in the system. The outer end of the contact arm is arranged between flange 380 and washer 311, being maintained against washer 311 by means of a spring 383 when the movable contact is disengaged from its cooperating stationary contact. With the switch in closed position, the spring 383 serves to press the movable contact into engagement with its corresponding stationary contact.

This lever is formed with two other arms 390 and 39!, these'arms extending oppositely from the pivot point of the lever and at right angles to the contact arm to form a walking beam. The opening provided in the contact arm of the lever is continued through the arms 390 and 39I and there enlarged to extend outwardly from each side of the pivot shaft. The sides of arm 390 are joined beyond the opening and the arm is enlarged from this point to its outer end to form a weight 392. Also, the sides of arm 39! are joined beyond the opening by a yoke 393, the arm extending beyond the yoke fora purpose that will be described later. A lug 394 is formed on one of the sides of arm 39! while an oppositely disposed lug 395 is formed on the other side of arm 39L The construction of operating levers 313 and 314 is somewhat modified. However, as levers 313 and 314 are of the same construction, only one of them, namely lever 314, will be described. In

addition to the contact arm, this lever is formed with another arm 396. This arm extends outwardly from the pivot point and is enlarged to form a weight 399. A lug 39'! depends from the inner end of arm 396 and is threaded to receive an adjustable abutment screw 398. The threaded opening in the lug is positioned so that the abutment screw is disposed in the path of movement of lug 394 on lever 312. In a similar manner, the threaded opening provided in the lug on operating lever 313 is positioned so that its abutment screw is disposed in the path of lug 395 on lever 312. The weighted arm of each operating lever acts as a bias, tending to restore the switch to closed position. The operating lever 312 of the pawl first slow-down switch 368 is provided with an adjustable abutment screw 400 positioned in the contact arm so as to engage with bracket 356 with the switch in closed position.

The bracket 356, as previously explained, also carries the pawl magnet 351, the pawl magnet being secured thereto as by bolts 40! extending through the bracket into the pawl magnet frame 402. The pawl magnet frame comprises a vertical portion 403 and a horizontal portion 484. The vertical portion supports the other end of shaft 384, being provided with an aperture through which the shaft extends. The outer end of horizontal portion 404 is bifurcated to receive the laminated core 405 of the magnet, the core being secured to the horizontal portion as by a pin 406.

Depending legs 401 are formed on the horizontal portion 404 on each side of the opening for the core. The core extends downwardly into the pawl magnet coil I00. The coil is secured to the frame by a spool clamp 408, this clamp being secured to the legs 401 as by screws H0.

The armature 4|! of the pawl magnet is also mounted on shaft 384. The inner end of the armature is bifurcated to extend on each side of the vertical portion of the pawl magnet frame. The shaft 384 extends through the bifurcated end of the armature and the armature is secured thereto as by a pin 2. The outer end of the armature is also bifurcated to receive the armature core 3, the core being secured thereto as by a against a cotter pin 322 provided inthe outer' end of pin 4!? and, with the armature in unattracted position, the inner washer 3 l 3 against the shoulder formed on pin M's. When the pawl magnet coil is energized, the armature core is pulled upwardly within the coil, moving the armature to attracted position. During this movement, the projections 355 engage washer tit} and cause compression of spring 32 i. When the pawl magnet coil is deenergized, the unbalanced weight of the armature and spring 3M act to move the armature into unattracted position, the spring acting as a kick-off spring to prevent the retaining of the armature in attracted position by residual magnetism andto give rapid initial movement. A lug 423 formed on the inner end of the armature engages projection 493 during the return of the armature, thus determining the armatures unattracted position.

A lever 424 is positioned on shaft 384 within the opening 38! in operating-lever 372 of the pawl first slow-down switch 363. This lever is pinned to the shaft so as to have rotative movement im= parted thereto upon movement of the pawl mag- 428. Apertures 430 are provided in the ends of 43! has a centrally disposed aperture to slidably receive the inner end of a link 434. Also, shaft 433 has a centrally disposed aperture to slidably receive the inner end of a link 435. The outer end oflink 434 is formed with an enlarged portion 435 provided with a slot 431. Similarly, the

outer end of link 435 is formed with an enlarged portion 438 provided with a slot 443.

The outer end of arm 336 of operating lever 312 is provided with a slot 4. Aligned apertures are provided in the sides of slot 4 to pivotally receive a shaft 443. The upper end of a pawl 242 extends into the slot 44!. The shaft 443 extends through the pawl and is secured thereto as by a cotter pin 444. Thus, the shaft 443 forms a pivotal connection between the pawl 242and arm 390. The pawl extends downwardly from its pivot point through the slot 440 of link 435 and is pivotally connected thereto as by a shaft 445. Cotter pins 446 are arranged at each end of shaft 445 outside of the link toretain the shaft in position.

The outer end of arm 33! of operating lever 312 is alsomrovided with a slot, designated 441. Aligned apertures are provided in the sides of slot 441 to pivotally receives. shaft 450. The lower end of a pawl I35 extends into the slot 441. The shaft 450 extends through the pawl and is secured thereto as by cotter pin 45L Thus, as in the case of shaft 443, shaft 450 forms a pivotal connection between pawl I35 and arm 33L The i aoeaevs pawl extendsv upwardly from its pivot point I 1 through the slot 33? of link 3341 and is pivotally from the connected thereto as by a shaft 352; Cotter pins 3553 are arranged ateach end of the shaft out-- side of the link to re ain the shaft in position.

A washer 354i is mounted on theinner endof link 133 beyond the shaft 33i,'the washer being held'thereonas by a cotter pin 353. Anot er washer 633 isarranged on the link 33 on the other side of shaft 33 i. A compression spring is arranged on the link between the shoulder formed by the enlarged portion 333 and the washer 353. In a'similar manner, a washer 433 is arranged on the inner end of link 333 beyond shaft (333 and is held in place as by a cotter pin 333. Another washer 4M is arranged on the link 333 on the other side of shaft 333. A compression spring 348 is arranged on the link between the shoulder formed by the enlarged portion 333 and the washer 558. These compression springs act to yieldingiy maintain their respective links extended from their shafts to the ,full extent permitted by the inner washers and cotter pins. 1 Owing to the fact that both the pawl magnet armature and the lever 323 are pinned to the shaft 383 and the fact that the pawls are connected to the lever 423, the position of the pawlmagnetarmature determines the positions of the pawls. With the pawl magnet denergized and the armature in unattracted-position, the pawls are in their outermost or extended positions, such as illustrated in Figure 6. 7 Upon the pawl magnet coil being energized, however, and the pawl magnet armature attracted, lever \423 is moved counter-clockwise as viewed in ure 6, pulling the pawls inwardly about their pivots on the arms of operating lever 372. The pawls, when extended, are arranged to engage collars mounted on standards 3% and 3! 5. The engagement of a collar and pawl causes the operation of the pawl switches, as will be described later, to control the slowing down and stopping of the car. These collars, therefore, will hereinafter be known as stopping collars and are designated I66. There are separate stopping collars for each direction of car travel, those for up car travel being provided on standard 3l4, while those for down car travel being provided on standard 3|5. There are four of these collars on each standard, those on standard-3M being for the second, third, fourth and fifth floors, and those on standard 315 being for the first, second, third and fourth fioors. The wcollars are secured to the standards as by set screws 459 so as to be readily adjustable.

In operation, assume that the car has started in the down direction from the fifth floor. The fiobr controller operating shaft 323, driven by means of the steel tapes in the manner previously described, rotates screws 326 through bevel gears 33l and 323. The crosshead 334, therefore, is driveni downwardly by screw 323 in accordance with the movement of the elevator car. As the pawl magnet coil I00 is energized while the car is running, pawl magnet armature 4! l is in attracted position and the pawls I95 and 242 are retracted so as not to engage the stopping collars.

Assume now that a third fioor buttonhas been pushed. As the car reaches the third floor stopping zone, the pawl magnet coil I60 is deenergized. The operation of effecting the energization and deenergization of the pawl magnet coil will be described later. Pawls I95 and 242 are now forced out into their extended or stop positions by the unbalanced weight of the armature and kick-off spring 42 I. As the elevator car, and therefore the crosshead, continues its downward movement, the point is reached where pawl 242 engages the down third floor stopping collar I96. This is the position of the parts as illustrated in Figure 6. As the crosshead is driven farther in the down direction, the walking beam, formed by arms 390 and 39I of operating lever 312, is swung clockwise, as viewed in Figure 6, about shaft 394. As this clockwise movement occurs, the upper end oi the contact arm of lever 312 moves outwardly away from the stationary contact 362 of the pawl first slow-down switch. Spring 383 expands until the contact arm engages insulating washer 311, whereupon further movement of the contact arm causes the separation of the contacts of the pawl first slow-down switch. Also, as the clockwise movement of the walking beam occurs, lug 395 engages the abutment screw of the operating lever of the pawl second slowdown switch and thereafter the lug 394 engages the abutment screw of the pawl stop switch. Upon the continued movement of the walking beam after the engagement of lug 395 and abutment screw 398 of the pawl second slow-down switch, the operating lever 313 of the pawl second slow-down switch is moved clockwise about shaft 364, causing the separation of the pawl second slow-down switch contacts. Upon continued movement of the walking beam after the engagement of lug 394 and abutment screw 399 of the pawl stop switch, the operating lever of the pawl stop switch is swung clockwise about shaft 384, causing the separation of the pawl stop switch contacts. The adjustment of this mechanism is such that the pawl first slow-down switch contacts, the pawl second slow-down switch contacts and the pawl stop switch contacts separate in the order named. As a result of the separation of these contacts, the car, and therefore the crosshead, is gradually slowed down and finally brought to a stop at the third floor in a manner to be described later.

When the car is running in the up direction and the pawls are moved into their stop positions, the clockwise movement of the walking beam, and therefore the separation of the contacts of the pawl switches, is effected by the engagement of pawl I95 and a stopping collar on standard 3I4. As pawl 242 is effective fordown car travel and pawl I95 for up car travel, pawl 242 may be termed the down pawl while pawl I95 may be termed the up pawl. It will be noted upon reference to Figure 6 that as the walking beam is moved clockwise about shaft 384 due to the continued downward movement of the crosshead with the down pawl in engagement with the down third floor stopping collar, the outer edge of the up pawl engages the up third floor stopping collar. As the clockwise movement of the walking beam continues, the up pawl is swung inwardly about its pivot on the walking beam, the spring 451 yielding to permit the link 434 to, slide inwardly in its aperture in shaft 43I. Upon the car being brought to rest level with the landing, up pawl I95 is forced under the up third fioor stopping collar by spring 451, this being the position of the parts as illustrated in Figure 7. A similar operation takes place when stopping the car in the up direction.

As has been seen from previous description, with the pawl magnet deenergized, the position of the pawl magnet armature, and therefore the lever 424, is fixed by the engagement of lug 423 on the armature and projection 4I6 of the pawl magnet frame. Thus, the lever 424 is restrained from further clockwise movement. Although the links 434 and 435 may move inwardly with respect to lever 424, their outward movement is restricted by their inner washers 454 and 459. With further clockwise movement of lever 424 prevented, upon clockwise movement of the walking beam of lever 312, the angle between arm 39I of lever 312 and arms 425 and 426 of lever 424, and the angle between arm 399 of lever 312 and arms 421 and 426 of lever 424 are increased. Thus, as the clockwise movement of the walking beam takes place, the pawls are swung inwardly about their pivot shafts on the walking beam. Therefore, should there be excessive movement of the crosshead due to the fact that the car has not been stopped, no injury to the floor controller results because the pawls are finally withdrawn from operative engagement with-the stopping collars by the links.

The pawl switches are held in open position until the pawl magnet coil I09 is again energized. When this coil is energized, the pawl magnet armature is attracted, causing counter-clockwise movement of shaft 384 and therefore of lever 424. As a result, the pawls are withdrawn from operative engagement with the stopping collars. The weighted arms of the operating levers of the pawl switches then act to move their respective operating levers into position with the pawl switch contacts in engagement. The pawls are restored to their final retracted positions by the counterclockwise movement of the walking beam.

Referring now more particularly to Figures 2, 3, 4, and 5, a plurality of bars 462 of insulating material are arranged between standards 3I2 and 3I3 to form mountings for the floor controllenstationary contacts. Both of these standards are provided with a plurality of adjustable collars 463, the corresponding collars on each standard being arranged in horizontal alignment to support the insulating bars 462. Each of these collars 463 may be of a U-bolt construction, the ends of the U-bolt being threaded to receive the clamping nuts 464. Spacing plates 465 may be arranged between each insulating bar and the standards 3I2 and 3I3. The stationary contacts are arranged on the bars 462 in columns. The contacts in column 466 are employed in initiating the stopping of the car in response to the up hall buttons for the intermediate floors and the hall button for the top floor and will therefore be termed up hall stop contacts. The contacts in column 461 are employed in initiating the stopping of the car in response to the down hall buttons for the intermediate floors and the hall button for the bottom floor and will therefore be termed down hall stop contacts. The contacts in column 468 are employed in initiating the stopping of the car in response to car buttons and will therefore be termed car stop contacts. The stationary contacts are L shaped and are secured to the insulating bars 462 as by bolts 41!]. Additional nuts 469 are provided on one of the bolts for each contact to facilitate the connecting of the contact in the system. Both up and down hall stop contacts and car stop contacts are provided for all intermediate floors. The top fioor down hall stop contact and bottom floor up hall stop contact are omitted as, in the system chosen for purposes of description, only one hall button is provided at each of these floors.

The floor controller is provided also with traveling contacts or brushes for engaging the above described stationary contacts. These brushes are mounted on an insulating panel "I, the panel being secured, as by bolts 112, to brackets 413 formed on crosshead projections 361 and 888.- There are six of these brushes, designated 91,

98, 98, 221, 228, and 234. Brushes 91, 58, and 99 are arranged in a horizontal row. Brushes 221, 228, and 234 are below brushes 91, 88, and 89 and are also arranged in a horizontal row. Brushes 91, 98, and 99 cooperate with the stop contacts to initiate the stopping of the car when traveling in the up direction and may therefore be termed up stop brushes. Brushes 221, 228, and 234 cooperate with the stop contacts to initiate the stopping of the car when traveling in the down direction and may therefore be termed down stop brushes. Brushes 99 and 221 are in vertical alignment and are positioned on the insulating panel 4H for cooperationwith up hall stop contacts in column 466. Brushes 98 and 228 are also in vertical alignment and are positioned on the insulating panel for cooperation with the car stop contacts in column 468. Also, brushes 91 and 234 are in vertical alignment and are po'sitioned on the insulating panel for cooperation with the down hall stop contacts in column 461. Upon the engagement of brush 89 with a live up hall stop contact in column 466, during up car travel, the stopping operation is initiated to bring the car to rest at the floor correitiated to bring the car to rest at the floor corresponding to the car stop contact engaged. This brush may therefore be termed the down car stop brush. Upon engagement of brush 234 with a live down hall stop contact in column 461, during down car travel, the stopping operation is initiated to bring the car to rest at the floor corresponding to the down hall stop contact engaged. This brush may therefore be termed the down hall stop brush. Brush 221 is for cooperating with contacts in column 466 to initiate the stopping of the car, under certain operating conditions during down car travel, to bring it to rest at a floor forwhich an up hall button has been pushed, as will be described later. This brush may therefore be termed the up call down hall stop brush. Brush 91 is for cooperating with contacts in column 461 to initiate the stopping of the car, under certain operating conditions during up car travel, to bring it to rest at a floor for which a down hall button has been pushed, as will be described later. This brush may therefore be termed the down call up hall stop brush. Although employed in the system to be described, brushes 91 and 221 may be omitted for certain types of service. As the brushes are identical in construction, the details of only one of them, namely brush 234, will be described.

Referring particularly to Figures 2 and 3, brush 234 comprises a brush contact piece 414 mounted on the outer end of a contact lever 415. The outer end of this lever is slotted to receive the contact piece, this piece being secured thereto as by pins 416. The contact lever is pivotally mounted on a shaft 411 between the two arms 418 of a bracket 488. The bracket 488 is secured to the panel 311 as bya screw 383 and a stud 482. Both the screw and stud extend through an elongated slot 483 in the panel, this arrangement being provided to permit vertical adjustment of the position of the brush. The stud 682 extends outwardly from the back of the panel and is provided with binding nuts 484 for connecting the brush in the system. The lever 415 is bent inwardly below its pivot point, this inwardly bent portion cooperating with the bottom of the bracket 488 to determine the extended position of the brush. A spring 485 is provided between the bracket and the lever for biasing the brush to its extended position. Upon the engagement of the brush contact piece and a stationary contact, the contact lever is rocked about its pivot shaft, spring 485 yielding to permit this movement. Thus, a positive rubbing contact between the hrush contact piece and stationary contact is assured. As the brush contact piece leaves the stationary contact, spring 485 restores the brush to its extended position. Each of the brushes is adjustably mounted in a slot arrangement as described above for brush 234. According to the preferred arrangement, the contact levers of the up stop brushes extend downwardly from their pivot shafts while the contact levers of the down stop brushes extend upwardly from their pivot shafts.

It is to be understood that additional brushes may be provided on panel 4H and additional columns of contacts for cooperating therewith may be provided on insulating bars #362 for controlling other circuits, such as for lights or mag netic door locks, one extra brush designated 486 and one extra column of contacts designated 481 being shown by Way of illustration. If this extra brush were employed to control magnetic door locks instead of employing the cam operated door lock arrangement chosen for purposes of illustration, the brush would be arranged so as to be in engagement with the contact in column 481 corresponding to the floor at which the car is stopped when the car is at rest level with the floor. The brush is illustrated in this position.

, In operation, assume that the car is started downwardly from the fifth floor in response to the down third floor hall button. As. the car moves in the down direction, the crosshea-d, and 1 therefore the brushes 91, 98, 99, 221, 228, and 234, pawl magnet and pawl switches, is moved downwardly in accordance with the movement of the elevator car, as has previously been explained. or fourth floor car button has not been pushed, the down fourth fioor hall stop contact and the fourth floor car stop contact are dead, so that as the contact pieces for the down hall stop brush 238 and down car stop brush 228 strike their corresponding stationary contacts on the insulating bar 462 for the fourth floor, the contact levers of these brushes rock on their pivots, permitting the brushes to sweep across the contacts without completing any circuits. Under the conditions assumed, up call down hall stop brush 221 also will sweep across the fourth floor If the down fourth floor hall button contact in column 461 without completing a cirpawl magnet coil I00. The position of the stopping collars I96 relative to the position of the stationary stop contacts is such that, for example in the case assumed, pawl 242 is released above the third floor stopping collar on standard 3l5. As the car continues its movement, the pawl switches are opened in the manner previously described, causing further slowing down of the car and finally causing it to be brought to rest level with the third floor landing. The down stop brushes are carried past their corresponding stationary contacts during the stopping operation'so that, with the car at rest at the third floor, the relative position of the stopping brushes and contacts is as illustrated in Figure 3. As the cooperation of the other brushes with their stop contacts to initiate slowing down of the elevator car is the same as that described for the down hall stop brush and third floor down hall stop contact, such operation will not be described.

Up to this point, only that portion of the floor controller which controls the slowing down and stopping of the car has been described. The floor controller is also arranged to determine the direction of car travel, direction switches and a cooperating traveling direction cam being provided for this purpose. The direction switches are mounted on the insulating bars 462, there being one of these switches for each floor. The first floor direction switch is designated 229, the second floor direction switch 2 IS, the third floor direction switch 251, the fourth floor direction switch 83 and the fifth floor direction switch 246. As these switches are identical in construction, only one of them, namely the third floor direction switch 251, will be described.

Referring particularly to Figures 3 and 5, this direction switch comprises a brush contact arm 488 pivotally mounted on a bracket 499. bracket is secured to the insulating bar 482 as by a stud 49I. The upper end of the bracket extends outwardly from the insulating bar and is bifurcated to receive the brush contact arm 488, the pivot shaft 492 for the brush contact arm extending through the sides of the bifurcation. A switch lever 493 is pivotally mounted on the brush contact arm. This arm is formed wi h a slotted lug to receive the switch lever, the pivot shaft 494 for the switch lever extending through the lugs. The upper end of the switch lever forms a movable contact 495 for cooperation with a stationary contact 495, secured to the insulating bar 462 as by a screw 491. A spring 498 is provided for biasing the switch lever into position with the movable contact and stationary contact in engagement, a lug being formed in the bottom end of the lever and the stud 49l being extended beyond the bracket to form spring seats for the spring. The upper end of the brush contact arm is bent toward the insulating bar 462 from its pivot shaft 492 and is provided with projections 500. These projections cooperate with the bracket 490 to determine the extended position of the brush contact arm. Binding nuts 50| are provided on screw 491 and on stud 49l for connecting the switch in the system.

The direction cam, designated as a whole by the numeral 502, is carried by the crosshead,'

The cam is arranged in three spaced sections,

namely, up direction cam section 04, down direc tion cam section 220, and center direction cam This section 212, as may be seen upon reference to Figures 2 and 3. These sections are secured to the panel as by bolts 503, the upper bolt for up direction cam section 84 and the lower bolt for down direction cam section 220, being provided with binding nuts 504 for connecting the sections in the system. No binding nuts are provided for the bolt securing the center direction cam section, this section not being connected in the system and being insulated from the up and down sections. The inner ends of the up and down cam sections are formed at an angle to the vertical, as shown in Figure 2, and the adjacent edges of the center cam section are angled to correspond. This is done to prevent the brush contact arm of a direcion switch dropping into the grooves between the cam sections during movement of the crosshead when the brush contact arm is transferred from one section of the cam to another. A pin 505 is provided for maintaining the proper position of the center cam sec ion 212. The upper end of the up direction cam section and the lower end of the down direction cam section are beveled back toward the panel.

In operation, assume that the elevator car, and therefore the crosshead, is traveling in the down direction and that a point is reached where the initial engagement of the down direction cam section 220 with the brush contact arm 488 of the first floor direction switch 229 occurs. As the downward movement of the crosshead continues, the beveled surface of the down direction cam section swings the brush contact arm clockwise (as viewed in Figure 3) about its pivot shaft. During this movement, switch lever 493 is pushed inwardly, spring 498 acing to maintain the movable ,contact portion 495 of the switch lever in engagement with the stationary contact 495. Thus, positive rubbing contact engagement between the movable contact porion of the switch lever and the stationary contact is assured until after a firm contact is made between the brush contact arm and the down direction cam section. Upon fur her clockwise movement of the brush contact arm about its pivot shaft, however, the lower end of the brush contact arm engages the lower end of the switch lever. Thus, as the downward movement of the direction cam continues, the brush contact arm and the switch lever are moved clockwise as a unit against the force of spring 498, causing the separation of the movable contact portion of the lever from the stationary contact. Upon the vertical surface of the down direction cam section moving onto the brush contact arm, the parts of the direction switch assume the relative positions illustrated for the third floor direction switch in Figure 3. Upon the elevator ear reaching the first floor, the center direction cam section 212 moves onto the brush contact arm of the first fioor direction switch. As this center section is not connected in the system, the first fioor direction switch is isolated with the car at rest at the first floor.

Upon upward movement of the crosshead, as the beveled surface of the down direction cam section moves onto the brush contact arm of the first floor direction switch. spring 498 moves the brush contact arm and switch lever counterclockwise as a unit about the pivot shaft of the brush contact arm until the engagement of the movable contact portion of the switch lever and the stationary contact occurs. From this point on until the down direction cam section disengages the brush contact arm, spring 498 couses continued counter-clockwise movement of the brush contact arm about its pivot shaft, while maintaining the movable contact portion of the switch lever in engagement with the stationary contact. As a result, a positive rubbing contact engagement between the movable contact portion and the stationary contact is obtained. As the down direction c-m section leaves the first floor direction'switch, the projections 568 formed on the brush contact arm engage the switch bracket to prevent further movement of the parts of the direction switch. It is to be noted that rubbing contact engagement is had during both opening and closing of the switch. This is of particular importance during the switch opening operation, as it insures positive contact between the movable contact portion of the switch lever and the stationary contact until a firm contact is made between the brush contact arm and the direction cam section. It is also important during the switch closing operation, as a positive engagement of the switch contacts is assured. ,As the cooperation of the up direction cam section 84 and the direction switches is the same as that described for the down direction cam section, no description thereof will be given.

As may be seen upon reference to Figures 2, 3, and 4, a lug 506 is formed on the bracket for stop brush 9'! and a similar lug 501 is formed on the bracket for stop brush 236. These lugs are on the sides of the brackets adjacent the direction cam. A roller I94 of insulating m terial is pivotally mounted on lug 506, while a roller 2, also of insulating material, is pivotally mounted on lug 501. Roller I94 is directly adjacent up direction cam section 84, while roller 2 is directly adjacent down d rection cam section, 220. The roller I94 is for lifting the brush contact arms of the direction switches off the up direction cam section during up car travel and will be termed the up insulating roller. Roller 2 :is

for lifting the brush contact arms of the direction switches off the down direction cam section 220 during down car travel and will be termed the down insulating roller. The up insulating roller is positioned so as to lift the brush contact arm of a direction switch from the up direction cam section at the same time that the up stop brushes eng ge the stop contacts for the floor corresponding to the direction switch whose brush contact arm is thus afiected. Similarly, the down insulating roller 24 is positioned so as to lift the brush contact arm of a direction switch from the down direction cam section at the same time that the down stop brushes engage the stop contacts for the floor corresponding to the direction switch whose brush contact arm is thus affected. Although employed in the system described in connection with Figure 15, these insulating rollers may be omitted for certain types of service.

The over-all length of the direction cam is chosen so as to span three direction switches spaced to conform to the distance between floors of an average installation. The down direction cam section is longer than the up direction cam section, owing to the fact that, greater floor heights usually occur at the lower floors. As will be seen from the wiring diagram, the direction switches are connected in series relation with the fifth floor direction switch 246 connected in a circuit for establishing up car travel. The up direction cam section 86 is also connected in a circuit for causing up car travel, while the down direction cam section 220 is connected in a circuit for establishing down car travel. The manner in which the direction switches and direction cams control the direction of car travel will be described in detail in connection with the wiring diagram of Figure 15. It may be explained briefly, however, that the direction cam causes the direction switches for floorsabove the fioor at which the car is stopped to be in an up circult and for floors below the floor at which the car is stopped to be in a down circuit, so that, if the car is below the floor at which a button is pushed, the car is caused to start in the up direction, while, if the car is above the floor at which a button is pushed, the car is caused to start in the down direction.

The floor controller is provided also with mechanism for insuring preference being given to car buttons over hall buttons in starting the car. This mechanism comprises a plurality of switches arranged to be operated by a cam. There is one of these switches for each intermediate floor,

they being mounted on the intermediate fioor I car at rest at an intermediate floor, it engages the 7 brush contact arm of the car preference switch for that floor, causing this switch to be open. The cam will hereinafter be referred to as the car preference cam. The function of the car preference switches and cam will be explained in connection with the description of the wiring diagram of Figure 15.

A pair of angle bars 5") and 5H extend from the bottom to the top of the floor controller, being secured to lugs 5l2 formed on the base plate 3 and to lugs 5|3 formed on the top plate 3I6 as by bolts 5". A panel 5l5 is secured to these angle bars as by bolts 508, spacing sleeves 509 being provided on the bolts to extend the panel out from the floor controller. Flexible conductors (not shown) connect the various electrical parts carried by the crosshead to binding posts (also not shown) on panel 5i5. These flexible conductors are suspended in very much the same manner that flexible cables are suspended from the elevator car.

It is believed that it will be seen from the previous description that the floor controller is essentially a model of the elevator car and hatchway. The floor levels are represented by the insulating bars 462 mounted on standards 3|2 and 3 l3. The elevator car is represented by the crosshead, this crosshead, as previously explained, traveling on the vertical screw 326 driven by the car through the medium of a tape drive. Upon a button being pushed, the direction cam and direction switches determine the direction of car travel. As a result of the pushing of a button, the pawl magnet coil becomes energized, causing the disengagement of the pawls from the stopping collars. The pawl switches are thus closed,

causing the circuits to be completed to effect the starting of the car. Assuming up car travel, as the car passes a floor, the direction cam transfers the direction switch for that floor from an up to a down circuit. Upon the engagement of an up stop brush and a live stop contact, the slowing down of the car is initiated. At the same time, the pawl magnet is demagnetized, releasing the pawls. Upon continued upward movement of the crosshead, the up pawl catches on an up stop collar, resulting in the consecutive opening 01' the pawl switches to bring the car to a stop at the floor. It is to be noted that the threaded portion of the vertical screw 326 does not extend the full height oi the controller. ,This threaded portion is terminated at the top at such point as to permit the crosshead to run off the screw before the top is reached, thus eliminating the possibility of the crosshead running into the top plate. Similarly, the threaded portion is terminated at the bottom at such point as to permit the crosshead to run oi! the screw before the bottom is reached, thus preventing the crosshead being driven into the bevel gear 328. A bumper collar 419 and a cushioning washer 489 of leather or other suitable material are arranged on the shaft 326 above gear 328. Thus, in the event that the crosshead runs oil the bottom of the screw, it strikes the bumper collar, the cushioning washer acting to take up any shock.

The adjusting of the various parts of the floor controller is the same for each floor and therefore adjustment for only one floor will be described. The elevator car is brought to a level with the floor landing for which adjustment is to be made. This will place the crosshead in the position which it assumes when the car is level with this floor. The insulating bar is then adjusted on the standards, by means of the U-bolt collars, so that the contacting surface of the brush contact arm of the direction switch for that floor is on the center of the insulated center direction cam section 212. The stop brushes are then adjusted in their slots 483 so as to be such distance from the stop contacts for that floor that the desired slow-down range is obtained. The distance from the landing at which the slowing down is initiated depends upon the speed of the car for any given installation. With the pawl magnet demagnetized and the pawls extended, the down stopping collar for that floor is moved upwardly on the standard until it just engages the down pawl. This stopping collar is then moved upwardly an amount to give a further slowing downand stopping range to suit the requirements of the particular installation. Owing to the engagement of this collar with the down pawl, this upward movement causes the tilt ing of the pawl switch levers and the downward movement of the up pawl. With the parts in this position, the up stopping collar is moved downwardly until it engages the up pawl. With all the floors adjusted, the pawl switches may be set to open at the desired points by adjusting the abutment screws 398 and 400 and the position of the stationary contacts.

To simplify the description, a system is chosen wherein only two pawl switches are employed, namely, the pawl first slow-down switch 368 and the pawl stop switch 358. down switch is employed, this switch will be termed the pawl slow-down switch in the description of the system and its contacts will be designated I31. The pawl stop switch contacts will be designated I36. For convenience of illustration, the brush contact arm and switch lever of each direction switch will be shown as a single member, designated 82 and termed a switch arm.

As only one pawl slow- Reference may now be hadto Figures 11 and 12 which illustrate the details of the preferred form of floor switch. The floor switches are identical in construction, one being provided for each push button. For certain types of service, these switches may be mounted on floor controller panel l5, particularly where there are only a small number of floors. Otherwise, these switches are mounted on a separate panel. It will be assumed that a separate panel is employed and this panel will be termed control panel No. 2 and designated 5l6 (see Figure 13). Parts or the switch are shown in section and parts are omitted in Figure 12 in order that the construction of the switch may be more readily seen.

The switch comprisestwo pairs of contacts, 12, 13 and 14, 15, the characters 12 and 14 designating the stationary contacts and the characters 13 and 15 designating the movable contacts. Contacts 12, 13 are for controlling the stopping of the car and will be termed stop contacts while contacts 14, 15 are for controlling the starting and running of the car and will be termed start contacts. The stationary contacts are of the same construction, each comprising a contact piece 5| 1 secured in a contact holder 5l8. The stem 520 of the contact holder extends through the panel and at the rear thereof is provided with nuts 52! for securing the holder to the panel and for connecting the contact in the system. The movable contacts also are of the same construction and only one of them, namely, contact 13, will be described. A bracket 522 is secured to the panel, as by a bolt 523. This bracket has two outwardly extending sides 524 between which a contact arm 525 is mounted. The lower end of the contact arm is bent to conform to a pivot pin 526 extending through the sides of the bracket. An aperture 521 is provided in the bracket through which a pin 528 extends, the panel 5l6 being provided with a recess 530 to receive the head of the pin. This pin extends through an aperture 53! in the contact arm and is provided with a cotter pin 532 on its outer end to limit the outward movement of the arm about its pivot. Above the pin 528, the contact arm? is formed with an inclined portion 533. Above the inclined portion, the contact arm terminates in a hook 534. This hook consists of a vertical portion 535 and a horizontal portion 536, the width of the horizontal portion being considerably reduced. A contact blade 531 also is mounted on pin 528, being provided with an aperture 538 through which the pin extends. The contact blade is also provided with a slot 539 through which the horizontal portion 536 of the contact arm extends. The contact piece of stationary contact 12 is disposed in the path of movement of the contact blade 531. A spring 540 is arranged on pin 528 for biasing the contact blade to disengaged position. The nuts 54l for bolt 523 at the rear of the panel also serve for connecting the movable contact in the system.

A pair of rollers 542 are provided for moving the movable contacts to engaged position. These rollers are arranged on the inner end of armature 543 for cooperation with the contact arms 525. The armature 543 is channel shaped and the roller pin 544 for the rollers extends through the legs 545 of the channel. The armature is fulcrumed on a stand 546 as by means of a bolt 541 extending through the channel legs, the web 548 of the channel being provided with a slightly elongated opening 550 through which the stand extends. The stand is supported by the magnet frame 55d secured to panel MS, as by bolts 552.

This frame extends outwardly from the paneland,. in addition to supporting the stand 546, suppbrts magnet cores 553 and 554, one on each side of the stand. The outer core 558 is'provlded with a magnet coil iii while the inner core 55 is'provided with a magnet coil use. Coil it is for causing the engagement of the contacts and will be termed the closing coil. Coil 9% is for causing the disengagement of thecontacts and will be termed the reset coil. The outer end of the armature 5 33 is provided with a weight 555 arranged between the legs and secured thereto as by pins 558, preferably of non-magnetic material. An opening 55F is formed in the outer end of the armature through the web 5%. This opening extends into a recess 558 formed in the weight 555, this opening being such as to expose a portion of one of the non-magnetic pins. This arrangement is provided topennit core 553 to extend upwardly into the armature when the armature is in switch closed position. Similarly, the inner end of the armature is provided with an opening 569 to permit core 556 to extend upwardly into the armature when the armature is in reset position. A pin Sal of non-magnetic material extends between armature legs 545 above this movement. The contact blades 53? are car-.

ried with the contact arms, springs 540 yielding to permit the movement. As a result, the contact blades are moved into engagement with the contact pieces of the stationary contacts. As the counter-clockwise movement of the contact arms continues, the contact blades are slidably pivoted thereon against the force of springs 540, resulting in positive rubbing contact engagement. As the rollers roll onto the vertical portions 535 of the contact arms, the armature is brought to a stop by the engagement of the exposed pin 556 I with the top of core 553. As the parts are constructed and arranged so that the armature is brought to a stop on or beyond the dead center point of the contact arms with respect to the pivot point of the armature, the contacts are latched in engagement. Thus; upon the closing coil 10 being deenergized as a result of the pressure on the push button being released, the contacts remain in engagement.

Upon the reset coil l9ii being energized, the inner end of the armature is attracted and the armature is rocked counter-clockwise about its fulcrum. The exposed pin 556, being of nonmagnetic material, prevents the armature being held in switch closed position due to residual magnetism. During this movement, springs 540 act to cause the separation of the contact blades from the contact pieces of the stationary contacts. These springs also assist in restoring the armature to reset position. The contact blades are brought to rest by the engagement of the contact arms with the cotter pins 532 while the armature is brought to rest by the engagement of pin 56l with the top of core 554. This pin, being of non-magnetic material, prevents the armature be= ing held in reset position by the effect of residual magnetism when attracted by the closing coil "9.

Referring to Figure 13, the floor switches are arranged on the panel 5! 6 in groups according to floors. There are three of these switches for each intermediate floor group, there being an up hall button, a down hall button and a car button provided for each intermediate floor. There is also a car button for each terminal floor. As previously explained, however, there is only one hall button ,for each terminal floor. Thus, there are only two floor switches in each of the terminal floor groups. These switches have been characterized generally in accordance with the floor and push button which they represent. For example, 2C indicates that the switch is for the second floor and is controlled by the car button for that floor, 3U indicates that the switch is for the third floor and is controlled by the up hall button for that floor, and 6D indicates that the switch is for the fourth floor and is controlled by the down hall button for that floor. Inasmuch as an intending passenger pushing the fifth or top floor hall button would desire to be carried inthe down direction, the hall button fifth floor switch has been characterized 5D. Similarly, as an intend-- ing passenger pushing the first or bottom floor hall button would desire to be carried in the up direction, the hall button first floor switch has been characterized lU.

Service switches 5|, 52 and Ill also may be mounted on panel 516. Service switch 5| is for transferring four circuits and has been illustrated .as a four pole, double throw knife switch.

wService switch 52 is for transferring one circuit and has been illustrated as a single pole, double throw knife switch. Service switch I H is for closing a circuit and has been illustrated as a single pole, single throw knife switch. These switches may be manipulated to obtain various types of service as will be explained later.

Control panel No. I with its various-control switches is illustrated in Figure 14. The electromagnetic switches provided on this panel have been designated as follows:

A-potential switch,

B-up reversing switch,

C-down reversing switch,

D-up auxiliary reversing switch,

Edown auxiliary reversing switch,

F-lip direction relay,

G-down direction relay,

H-accelerating switch,

J--fast speed switch,

K-automatic non-stop relay,

Lfirst slow-down switch,

M-second slow-down switch,

N-third slow-down switch,

Odoor and gate time relay,

P-car preference time relay,

R-auxiliary car preference time relay,

Sstop switch,

T-field switch,

U--auxiliary field switch,

V-home station relay.

Throughout the description which follows, these letters, in addition to the usual reference numerals, will be applied to the parts of the above enumerated switches. For example, contacts BM! are contacts on the up reversing switch while actuating coil Al I6 is the coil that operates the potential switch. The reactance coils employed will be similarly designated by the letter X. The characterizations employed for the floor switches are also employed in the wiring diagram in order that the parts of the various floor switches may be readily distinguished.

Reference may now be had to Figure which illustrates diagrammatically the various control and power circuits. No attempt is made in this figure to show the coils and contacts of the switches in their associated positions, a straight diagram being employed wherein the coils and contacts of the various switches and parts of other electrical apparatus are separated in such a manner .as to render the circuits involved relatively simple. vention, the stationary contacts of the switches are illustrated in cross section. The relation of the coils and their contacts may be seen upon reference to Figure 14.

The hoisting motor is illustrated as of the direct current type, supplied with power from a direct current source and provided with resistances for controlling its acceleration and retardation. It is to be understood, however, that other types of hoisting motors and other arrangements for controlling acceleration and retardation may be employed, that illustrated being chosen for convenience of description. The direct current supply mains are indicated by the numerals 2| and 22, main 2| being positive and main 22 being negative. The hoisting motor is designated as a whole by the numeral 23, its armature being designated 24, its separately excited field winding being designated 25, its series field winding being designated 26 and its interpole field winding being designated 21. Discharge resistance 28 is provided for the separately excited field winding. Resistance 30 is provided for controlling the voltage applied to the separately excited field winding. Both a minimum starting resistance and a maximum starting resistance are provided for the motor. The minimum starting resistance is designated 3|. The maximum starting resistance is divided into sections designated 32, 33. and 34. A slow-down resistance is arranged in shunt to the motor armature, this resistance being divided into sections 35, 36, 31, and 38. A stop resistance is also arranged in shunt to the motor armature, this resistance being designated 40. The release coil for the electromagnetic brake is designated 4|. Coil 4| is provided with a discharge resistance 42 and with a cooling resistance 43. The armature of the door lock cam motor 44 is designated. by the numeral 45, the field winding being designated 46. The safety switch in the car is designated 47. It is preferred to provide the car with a platform switch having three pairs of contacts (see Figure 1) one of these pairs of contacts being designated 29, another pair being designated 39 and the remaining pair being designated 48. The platform may also be arranged to operate a weighing switch I18. The platform is arranged to be biased to position with the weighing switch open and with platform switch contacts 29, 39, and 48 in engagement, springs 289 being shown for this purpose for convenience of illustration. Various safety, emergency, limit, terminal stopping and other switches and apparatus may be employed, such devices being omitted to simplify the description. Other switches and apparatus and the contacts controlled by the doors and gate will be referred to later.

The direction indicator is provided with two lamps, one for indicating up car travel and the other for indicating down car travel. The up direction indicating lamp is designated 49 while For a clearer understanding of the inthe down direction indicating lamp is designated 50. The direction indicator will be described later.

Assume that the car is stopped at the third floor as illustrated by the position of the floor controller parts, that the third floor well door is closed, that the -car gate is open and that service switches 5| and 52 are closed in positions a. It is to be noted that the four blades 2|4, 254, 26| and 262 of service switch 5| are shown separated, this being done to suit the type of diagram employed. The four blades of switch 5| and switch 52 are illustrated as closed in positions a in this figure. It is preferred to provide each well door with two pairs of contacts, one pair to be closed when the door is closed but the other pair to be closed only when the door is closed and locked. In order to distinguish these contacts, those which are closed when their respective doors are closed will be termed door contacts While those which are closed only when their respective doors are closed and locked will be termed door lock contacts. The door contacts are represented in the diagram by a single set of contacts, designated by the numeral 53. Similarly, the door lock contacts are indicated by a single set of contacts, designated 54. Due to the fact that the door lock cam motor 44 is not energized, the third floor well door is not locked and therefore the third floor door lock contacts are separated. Contacts 54 may therefore be represented as separated. Owing to the fact that the third floor Well door is closed, however, the third floor door contacts, as well as the door contacts for the well doors at the other fioors, are in engagement. Contacts 53 may therefore be represented as in engagement.

It is to be noted that contacts 53 are in the circuit for the actuating coil R55 of auxiliary car preference time relay. Under the above assumed conditions, the circuit for coil R55 is completed,

Y this circuit being traced from positive main 2|,

line 56. line 51, by way of line 58 through door contacts 53 and contacts 060 of the door and gate time relay, by way of line 59 through coil R55, by Way of line 6| through movable platform switch contacts 48 by-passing contacts 62 controlled by the gate, the gate contacts being separated owing to the gate being open and platform switch contacts 48 being in engagement when the car is empty, line 63, to the negative main 22. As relay R is in operated condition, its contacts R64 are separated, these contacts being in the circuit for the car preference time relay actuating coil P65. It will be assumed that the car preference time relay contacts P61 and P69 are in engagement. In the wiring diagram, the switches above referred to have been illustrated in accordance with the conditions assumed. It is to be noted that platform switch contacts 39 are arranged in parallel with contacts P61 and that platform switch contacts 29 are arranged in parallel with contacts P69, contacts 29 and 39 being in engagement when the car is empty. With either contacts P61 and P69 or platform switch contacts 29 and 39 in engagement and with door contacts 53 and door and gate time relay contacts in engagement, the car may be started in response to the pushing of a ball button, as will be seen from later description.

Assume now that an intending passenger at the third floor desires to use the car. Owing to the fact that the third' floor well door is unlocked, this intended passenger may open the door preparatory to entering the car. Upon the 

